Street-crossing.



A. HALE.

STREET CROSSING.

APPLICATION FILED MAY 24. 1915.

1,173,505. Patented Feb. 29,1916.

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A. HALE.

STREET CROSSING.

APPLICATION FILED MAY 24. 1915.

1,173,505 Patented Feb.29,1916.

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A- HALE.

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APPLICATION FILED MAY 24, 1915. 1,173,505.. Patented Feb. 29, 1916.

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A. HALE.

STREET CROSSING.

APPLICATION FILED MAY 24, 1915. 1,173,505. Patented Feb. 29,1916.

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UNITED sTATEs PATENT 'oF IcE.

ARTHUR HALE, or EOWLANDsVILLE, MARYLAND.

STREET-CROSSING.

To all whom it may concern:

Be it known that I, ARTHUR HALE, a citizen of the United States, residing at Row landsville,- n the county of Cecil andState of Maryland, have invented certain newv and useful Improvements in Street-Crossings; and I do hereby declare the. following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to whichit appertains to make and use the same.

This invention relates to street crossings and has for its object to provide a construction suitable for congested crossin s which will render it unnecessary for tra 0 going in either direction on one street to ever cross at grade the trafiic going in either direction on the other street; 6r even to cross its own street at grade when it wishes to reverse its direction of travel.

With this and other objectsin view the invention consists in the novel constructions hereinafter more fully disclosed and particularly pointed out in the claims.

Referring to the accompanying drawings forming a part of this specification in which like numerals designate like parts in all the views: Figure 1 is a plan view of a street crossing made in accordance with my invention; Fig. 2 is a plan view 0f-a slightly modified form of the invention; Fig. 3 is a plan view of a still 'further modified form of the. invention; Fig. 4 is a sectional view taken on line 4-4 of Fig. 1; and Fig. 5 is a sectional view taken on the line 55 of f Fig. 1.

Referring more particularly to the preferred form of the invention illustrated in Fig. 1; 1 indicates a thorough-fare or street, crossing a second thorough-fare or street 2, by means of a bridge or viaduct 3, provided with the raised grades 4 and 5, on each side of the. street 2, and the level space 6 over said street 2. The street 2, is, furtherprovided with depressions 7 and 8 joining the ends. 10 of its level member on each side of the bridge 3, and with the level space 9 under said bridge (see Fig. 4). Between the ends 10 of the level members of the street 2, and the ends 13 of the level members of I Specification of Letters Z Patent.

Patented Feb. 29, 1916.

Application mod ua 24, 1915. Serial No. 30,152.

the street 1, I provide the four level passage ways 14, 15, 16'and 17 as shown.

The traflic on one side of the street 1- I have designated by the arrows 25, while that on the other side of said street 1, I have designated by the arrows 26. In the same way the opposing trafiic on the street 2 I have designated by the arrows 27 and 28. It will thus be seen that the trafi'ic 25 as it approaches the grade 4 will encounter an up grade 29 on-street 1, and will pass over a down grade 30 after reaching grade 5 on said street. In the same way traflic 27 on street 2 will encounter down grade 31 after leaving'level 10, and will ascend up grade 32 after passing from' under bridge 3. In

the same way trafiic 26 on street 1 firstencounters up grade 33, and then down grade 34, while trafiic 28 on street 2 first encounters down grade 35 and then up grade 36. Between about the middle portions of the down grades 34 and '31 I pro-- vide the spiral or helical passage, or way 18, I provide. a second helical way 20 between the up grade 29 and the up grade 32, a third helica'l way 22 between the down grade 30 and the down grade 35, and a fourth helical way 23 between the up grades 33 and 36.

39, 40, 41 and 42 represent side walks, as do also 43, 44, 45, 46, 4.7, 48 and 4.9.

In order that .the construction and operation of the invention so far as has now been disclosed may be clearly understood, it is said: Persons afoot wishing to go straight ahead in one direction on street 1, will follow the side walks 40, 46, 47 48, 49 and 41 located on one side of'said street, while those going in an opposite direction will follow side walks 42, 45, 44, 43 and 39 on the other side of said street. Should any of the first named persons wish to turn into street 2, they will simply follow the side walk 40 associated with the level passage 15 and one side of street '2, or after passing down grade 30 and crossing level passage 16, they may follow side walk 41 associated with said passage 16 and the other side of street 2.

In the same way should any of the second named persons wish to turn into street 2 on either side thereof, they w1ll follow side and joins traflic 27 in said street 2. S ouldit wish to go in the opposite direction or to join trafiic 28 in said street 2, then said trafiic 25 will continue on to down grade 30, where it will turn on, a tangent into the helical pawage 22, and continuing on a down grade oin traflic 28 in street 2 on a tangent. Finally should trai'fic 25 wish to reverse its direction and join traffic 26 on street 1, it will traverse helical passage 22 as just described, enter up grade 36 and traverse helical passage 23 on an up gradeand join traffic 26 on street 1.

It will thus be seen that, in each of the four possible Ways that traflic 25 may desire to go, it never crosses a street at grade, not even its own street. In the same way trafiic 26, will traverse the level way 17 to jointraflic 28 or it will traverse the down grade" 34 and down grade spiral 18 to join thedown grade trafiic 27, or it will traverse the spiral or helical passage 18, the up grade 32, and the up grade helical passage 20, to joint the trafiic 25 on its own street. Again trafiics 27 and 28 on street 2 will keep ahead as usual unless they wish to turn into street 1. When it is desired to change the course of the trafiic 27, it may traverse the level way 14 to join trafiic 26, it may traverse the up grade 32 and up grade helical way 20 to join the traffic 25, or it may traverse the helical ways 20 and 22 to join the traffic 28 in its own street. Traffic 28 in like manner will make use of the way 16 to join traflic 25, of the way 23.-to join traflic 26, and of the ways 23 and 18 to join traffic 27 in its own street.

It will therefore now be clear that in no case is it necessary for any one of the four streams of trailic' 25, 26, 27 and 28 to cross at grade another stream of traflic when going in any of the four directions each stream might take, so that cross collisions are impossible.

It is an important feature of the invention that each of the helical passage Ways 18, 20, 22 and 23 open on a tangent. to their associated lines of traffic, and it is another important feature of the invention that when one line of trafiic isstarted up or down a grade, the particular helical passage which it takes is a continuation ofits said up or down grade so that the character of the passage way only changes in direction, thus further avoiding accidents.

Not only may lines of traffic thus go in any possible direction without danger of level\ portions of the street with their grades, the'sub-ways 60,61, 62 and 63. I further provide on the side walk 39 entrances 64 and 65 to the sub-way 60, and

on the side walk 40 the entrances 66 and 67 as shown. In connection with the subway 61, I provide on the side walk 40, the entrances 68 and 69 and on the side walk 41' the entrances 70 and 71. In connection with the sub-way 62 I provide-on the side Walk 41 the entrances 72 and 73 and on the side walk 42 the entrances 74 and 75. In connection with the sub-way 63 I rovide on the side walk 42 the entrances 6 and 77, and on the side walk 39 I provide the entrances 78 and 79. In addition to the above on the street 2, I may locate the railroad tracks 80 and 81 and may connect with the sub-way 61 a passage 83 leading to an isle of safety 84 between the railroad tracks 80 and 81. A similar construction is provided at the sub-way 63 and the parts are similarly lettered.

Accordingly, it follows that should foot passengers going in the direction of the stream of traflic 25 wish to continue in said direction, they may follow along the side walks 40, 46, 48, 49 and 41 as above stated, crossing the passages 15, 20, 22 and 16 which passages will of course never be so congested as will the main street, but should they wish to avoid the crossing of any such passages, then the said foot passengers Will follow along the side walk 40 to the subway entrance 68 or 69, follow along the sub-way 61 and out the entrance 70 or 71, and continue their travel along the side walk 41 and in their original direction. Should such foot passengers. on the other hand wish to go in the direction of the traffic 27 they would merely follow the side walk 40. Should they wish to go in the direction of traflic 28, they would cross street 2 by means of the sub-Way 61, traverse the side walk 41, cross the street 1, by means of the said sub-way 62, and traverse the side walk 42 in the direction of traffic 28. Should the said foot passengers wish to reverse their direction on street that foot passengers may go in any direction desired on any si e of either street without having to cross any stream of traffic whatever.

i It will further be clear that foot passengers desiring to take the cars on street 2 may descend into sub-ways 61 or 63 and pass along the passages 83 to the isles of safety 84, and thus reach the cars. Without having to cross any streams of traflic whatever at grade, and without incurring any risk of coming in conflict with any streams of traffic, all as will be clear from Figs. 1 and 5.

Another important feature of my invention resides in the fact that the spiral or helical ways 18, 20, 22 and 23 surround vacant spaces 85, 86, 87 and 88 respectively. These said spaces are sufliciently large to afford the foundations for structures supporting high office buildings, so that the level passages 14, 15, 16 and 17 as Well as the said helical or spiral passages may really be located underneath or on what would be the first floor of modern office buildings, so that the cost of the real estate for this invention would be reduced to a minimum. The vacant spaces 90, 90, 91, 91, 92, 92, 93 and '93 inclosed between the said helical and level passages and the said streets 1 and 2, can likewise be used for foundations of such buildings, or they in some instances may be employed for stores, or other purposes.

Coming now to the slightly modified form of the invention illustrated in Fig. 2, like numerals indicate thesame partsas in Fig. 1, but the vacant spaces 90, 91, 92 and 93 are omitted, while the spaces lettered 85, 86, 87 and 88 in Fig. 1 are changed in shape and are here lettered 100, 101, 102 and 103. The doing away of the vacant spaces just mentioned, provides wider entrances to and from street 2 to the helical passages 18, 20, 22 and 23, as is respectively indicated by the numerals 104, 105, 106 and 107. It accordingly, is obvious from Fig. 2, that no stream of traflic need cross at grade any other stream of traflic, in order to go in any possible direction which may be desired. It is further evident in connection with said Fig. 2, that no foot traveler need cross any street at grade or any stream of traflic at grade in going in any possible direction that he may desire. The passages 83 and isle of safety 84 have been omitted in Fig. 2, since no street car tracks are. there shown, but of course should street cars be placed upon street 2, the construction would be the same in this particular as that illustrated in I Fig. 1.

Coming now to the still further modified form of the invention illustrated in Fig. 3, the parts corresponding to those illustrated in Figs. 1 and 2 have received the same reference numerals, but the vacant spaces 90, 91, 92 and 93 illustrated in Fig.- 2 have been omitted, and the vacant spaces 85 86, 87 and 88 appearing in Fig. 1 have changed in shape. These said last named spaces in Fig. 3, are respectivel lettered 110, 111, 112, and 113. The leve passages lettered 14, 15, 16 and 17 in Fig. 1 have been widened so as to accommodate traffic in both directions, and they are respectively designated in Fig.3 by the numerals 114, 115, 116 and 117. The passages 14 and 18 in Fig. 1 have been, in other words, consolidated into the single passage 114 in Fig. 3. Likewise the passages 15 and 20 in Fig. 1 have been consolidated into the passage 115 in Fig. 3, while the passages 16 and 22, and 17 and 23 in Fig. 1, have been respectively consolidated in Fig. 3, into the passages 116 and 117. This consolidation of passages not only greatly widens the entrances into and out of street 2, but it also greatly widens the entrances into and out of street 1, all as will be clear from the drawings.

A further change in Fig. 3 over the preceding figure, resides in the fact that the car tracks lettered 120 and 121 have been placed on street 1, instead of street 2, and therefore the said car tracks traverse the bridge 3 instead of going under it. This change in the car tracks necessitates the entrances and exits 123 and 124 pertaining to the sub-way 62 and of course similar entrances and exits can be provided in connection with the sub-way 60, should it be so desired. Isles of safety 125 and 126 are further illustrated in connection with the subway 62.

To summarize the broad invention included in all the figures, it will now be clear that no stream of traflic need cross, at grade, any other stream of trafiic in going in any one of the four directions it is possible for said stream to take. It will further be seen that whereas pedestrians may follow the usual side walks or streets unmolested, yet should they wish to avoid crossing any stream of traflic whatever at grade, they can do so, by employing one or more of the subways provided at this crossing. It will further be seen that when a vehicle has already taken an up-grade, an upgrade will be followed when turning from one street into another, and will also be followed after having reached the desired street. It will further be observed that in the same way, when a stream of traffic in one street has taken a down grade, a down grade will be followed in taking a curved passage way to reach the other street, and to reach said other street, a down grade will likewise be encountered, so that vehicles are not required to change the character of the grade when they are leaving one stream of trailic and on entering another stream of trailic. This is an important feature of the invention.

It will further be seen that when the curved passage Ways for vehicles do not enter or leave a. street on a tangent, they enter or leave the street on a very wide entrance or exit way so that vehicles will have ample room in which to turn from one stream of traflic into another stream oftrafllc. It will further be observed that in practically every case where a congested state of traffic occurs, and where this crossing is therefore needed, that the real estate necessary to provide this crossing will be of great value, and it is therefore a further important feature of this invention that vacant spaces such as 18 and 20, etc., are pro-.

out departing from the spirit thereof, and.

therefore I do not wish to be limited to the above disclosure, except as may be required by the claims.

lVhat I claim is:

1. In a street crossing the combination of a viaduct on one street; a raised grade leading from the normal level of said street to said viaduct on each side of the latter; a depressed grade leading from the normal level of the other street toward said viaduct on each side of the latter; and four ways for vehicles connecting said raised and depressed grades near the ends of said viaduct, substantially as described.

2. In a street crossing the combination of a viaduct on one street; a raised grade leading from the normal level of said street to said viaduct on each side of the latter; a depressed grade leading from the normal level of the other street toward said viaduct on each side of the latter; four ways for vehicles connecting said raised and depressed grades near the ends of said viaduct; and four Ways connecting said normal levels of said streets outside of said first named four ways, substantially as described.

3. In a street crossing the combination of a viaduct on one street; a raised grade leading from the normal level of said street to said viaduct on each side of the latter; a depressed grade leading from the normal level of the other street toward said viaduct on each side of the latter; and four curved inclined ways for vehicles connecting said raised and depressed grades near the ends of said viaduct, substantially as described.

4. In a street crossing the combination of a viaduct on one street; a raised grade leading from the normal level of said street to sald viaduct on each side of the latter; a depressed grade leading from the normal level of the other street toward said viaduct on each side of thelatter, four curved inclined Ways for Vehicles connecting said raised and depressed grades near the ends of said viaduct; and four level ways connecting said normal levels of said streets located outside of said first named four ways, substantially as described.

5. In a street crossing the combination of a viaduct on one street; a raised grade between the normal level of said street to said viaduct oneach side of the latter; a depressed gr'a'deextending from the normal level of saidjisecond street toward said viaduct on eacliside, of the latter; four ways connecting said-raised and depressed grades on each side of said first named street leading from near the ends of said viaduct; four additional ways connecting the said normal levels of said streets located outside of said first named four ways; and a subway under one of said streets near the ends of a pair of said additional ways, substantially as described.

6. In a street crossing the combination of a viaduct on one street; a raised grade be tween the normal level of said street to said viaduct on each side of the latter; a depressed grade extending from the normal level of said second street toward said viaduct on each side of the latter; four ways connecting said raised and depressed grades on each side of-said first named street leading from near the ends of said viaduct; four additional ways connecting the said normal levels of said streets located outside of said first named four ways; a subway under one of said streets near the ends of a pair of said additional ways; an isle of safety on one of said streets; and a passage way from said subway to said isle of safety substantially as described.

7. In a street crossing the combination of a viaduct located on one street; raised grades leading to said viaduct; and four passage ways for vehicles leading from said raised grades to the other street leaving four vacant spaces suitable for building supports near each end of said viaduct; substantially as described.

8. In a street crossing the combination of a viaduct located on one street raised grades leading to said viaduct; four curved passage ways for vehicles leadingfrom said'raised grades to the other street leaving a plurality of vacant spaces suitable for building supports near said viaduct; and additional passage ways connecting said street; substantially as described.

9. In a street crossing the combination of a viaduct located on one street; raised grades leading to said viaduct; four passage ways for vehicles leading from said raised grades to the other street leaving four vacant spaces suitable for building supports near each end of said viaduct; and a plurality of subways ARTHUR HALE.

Witness T. A. WITHERsPoorI. 

